Flightcom Magazine July 2022 by Flyer & Aviation Publications

FlightCm African Commercial Aviation

Edition 163 | July 2022

SAA:

New CEO John Lamola

speaks

New Column

– CAA Compliance

Miles van der Molen on state airlines 1

FlightCom: July 2022

Sudan’s mud

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CONTENTS

TABLE OF

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za

JULY 2022 EDITION 163

Layout & Design Patrick Tillman: Imagenuity cc

ADMIN: +27 (0)83 607 2335 TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0)15 793 0708

06 09 10 16 22 28 30 34 35 36 38

Bush Pilot - Hugh Pryor AME Directory Pilots - Laura McDermid John Bassi - Lockdown Freedom The Regulatory Round Out - Kim Gorringe Face to Face - SAA Executive Chairman and CEO Face to Face - CemAir CEO Alpi Aviation SA: Flight School Directory Atlas Oil Charter Directory AVES Technics AMO Listing Backpage Directory

© FlightCom 2021. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

A NOTE FROM

THE EDITOR: SAA looks poised to return to its bad old days of fatal crashes. OVER ITS 88-YEAR HISTORY, SAA has been one of the more dangerous airlines in the world. Compared to Qantas with its famous (but spurious) claim never to have written off an airliner, let alone killed a passenger, SAA has had a fearful toll of fatal crashes. Think back to the Helderberg off Mauritius; the Boeing 707 Pretoria crash at Windhoek and the Viscount Rietbok into the sea off East London. After the Helderberg the airline put in a marathon effort to improve safety and its Flight Operations department came to be rated as one of the best in the world. But now, as SAA V2.0 the Flight Operations department continues to quietly accumulate blunders. As isolated incidents, these blunders may not be significant, but added together they pile up to a moment when the airline’s luck runs out.

under the command of Captain Khumalo, who had recently been promoted to Head of Training, despite having no previous training experience. Flight SA9053 was over the Kalahari when an engine began surging and stalled. The aircraft descended from FL410 to FL190 and continued on to Johannesburg. The engine continued to surge during the approach and could not be increased from idle power. Once the passengers, luggage and cargo were offloaded, the aircraft was towed to SAAT for further investigation. Significant water contamination of the fuel system and engines was found.

SAA has been one of the more dangerous airlines in the world

There have been a number of warning signs. A year ago there was the ‘alpha floor incident’ on the vaccine stunt flight when the Airbus autopilot had to take over to prevent a basic pilot error from fatally scribbling the huge A340 Airbus across Boksburg. This flight was under the command of Chief Pilot Captain Vusi Khumalo.

Now information of a very serious incident that was quietly buried suggests that Khumalo has done it again. SAA flight SA052 flew from Johannesburg to Accra, Ghana on 14 April. The plane was refuelled in Accra and then water was found in the fuel. The flight was delayed until 15:20 the following day when it departed Accra, operating under the callsign SA9053, the prefix indicating that it was operating out of the normal schedule. Yet egregiously, the A330 carried a commercial load of passengers and cargo

This is an incredibly serious incident. The water in the fuel could have caused both engines to flame out and so the crew should have immediately diverted to the nearest suitable airport, probably Gaborone. The SACAA’s incident report does however say that the weather at Gaborone was bad and so the Airbus continued on to Johannesburg with a known problem of fuel contamination and one engine stalled. SAA seems to have attempted a cover-up as it was only on 25 April 2022 that the SACAA came to learn of this incident due to a report from the Ghanaian Civil Aviation Authority. There were no repercussions to the near disaster of the Alpha floor incident and it is a very worrying sign that the airline is trying to duck the latest incident. There are already questions about pilot standards at SAA. Unless the airline gets lucky, the odds are stacking up that a serious crash is imminent. 

BUSH PILOT HUGH PRYOR

LI B I DO -

H OW TO B E A

R E AL PI LOT

Aden in 1987 was like a crumbling museum of British Colonialism. The British Empire east of Suez had died some twenty years previously, with the arrival of the Russians, who had been invited by the 'Front for the Liberation of Socialist South Yemen', 'FLOSSY', for short, to fill the newly-vacated British boots.

together for more than two years, without scratching each other's eyes out, which proved that we got on reasonably well together.

The Hadramaut is actually a seasonal river in a wide canyon which is inhabited by a population made all the more cosmopolitan by centuries of trading in slaves, gold and ivory from Africa and rubies, emeralds and rare exotic spices from the Orient with Phoenicians from the Levant.

Frank was a real 'Pilot's Chief Pilot'. When he did an inspection of a project, you could be sure that he had looked into every crevice. He wanted to know every detail... for example, how was the security situation? This was very relevant on some of the projects because the company tended to operate in rather unfriendly environments and we lost some aircraft and crew to hostile action while we were there, so it was important that the crew got on with the client.

WAS FLYING A DE HAVILLAND Twin Otter for a Swiss company, on contract to a Canadian oil company. We were looking for oil in the historic Hadramaut Governorate of South Yemen.

decorated with majestic Baroque palaces

The valleys are decorated with majestic Baroque palaces, built out of sun-dried mud bricks. These are the lands of Sindbad the Sailor and Bilqis, Queen of Sheba. Sodom and Gomorah are up on the plateau to the south of the Wadi Masilah. This is where history began and Franz and I shared this fascinating cradle of Western civilisation

FlightCom: July 2022

But how did the client get on with the crew? How did the crew get on with Head Office? And how did the crew get on with each other? That was of prime importance if they were stuck out in the 'Empty Quarter' with the nearest human habitation a hundred miles away beyond the furthest horizon.

FlightCom: July 2022

Franz and I had shared the same flight deck for more than two years with this client and we seemed to fit in like another part of the furniture, which was rather interesting, because we were two chips off very different blocks of wood...Franz's role-model was Arnold Schwarzenegger, which involved some intense physical training and careful attention to the finer points of Airline Uniform, particularly the gold bits. This even applied to the ubiquitous 'Rayban Aviator' sunglasses demanded by 'Real' pilots. They had to have the classical fine gold rims and lenses tinted dark enough to allow the wearer to inspect possible 'talent' without being obtrusive. I, on the other hand, have been known to clean my desert boots in the washing machine and my socks have a habit of not matching each other. Wings and Bars are for getting through red tape on the way home on leave. Where we really clicked was in the flying. We both stuck to the book, although I would say that Franz was particularly good on the technical side of things, where I was more experienced with landing in silly places. Anyway, Frank worked his way through checking us all over and finally it was my turn.

During our initial training on it in Norway, we were warned not to select Full Flaps until totally committed for a short landing, because, in the event of an engine failure during a full-flap go-around, with full power on one engine and nothing on the other, the aircraft tended to flip over on its back and drill a smoking hole in the ground. I stupidly mentioned this characteristic to Frank and immediately regretted it when I saw the 'Test-Pilot's

FlightCom: July 2022

So we climbed to five thousand, over the sea, in case things went as I was expecting. With shaking hands, I selected full flaps and gently put the props up to fine pitch, before nervously easing the power up to maximum. "OK. Hugh... now try stalling her." So we did that and the Old Girl simply wallowed about as though she didn't really want to stop flying. Then Frank reached up to the power levers and said, "Well that wasn't too bad was it? Right, now I am going to close and feather the left engine, as would happen with a genuine engine failure. If anything nasty happens, I want you to close the right engine, select 'Flaps 15' and fly her out of it."

been known to clean my desert boots in the washing machine

Frank, with his wide experience of test flying everything from the 'Alphajet' to the Dornier 'Sea Star', also loved the old 'Twin Otter' and was keen to demonstrate its extraordinary honesty in slow flight.

Grin' creep across his features and he rubbed his hands together as he said "Well, Hugh... why don't we give it a try?"

By this time my heart would have been clearly visible in the back of my throat, so I shut my mouth in order to prevent it making a mess on the windscreen during the coming manoeuvre. The wallowing became a gentle nudging to and fro and the aircraft began to waddle off to the left, reluctantly losing a bit of height as she went. "There!" said Frank, his grin stretching from ear to ear, "So now you know!" I managed to swallow my heart again and as we returned to the airport, Frank turned his Chief Pilot's face to me and said "Okay, Hugh, you and Franz have been flying together for a couple of years now and I want to hear, in complete confidentiality, if you think that there is anything which he doesn't like about your relationship."

"Oh no." I replied, "We get along famously!" "So there is absolutely nothing you would like to would like to talk about?" Frank pointed his finger at me to emphasise his seriousness, "I would really like to know and we can sort things out before I go." " Well Frank," I scratched my head rather coyly, "The only thing I can think of is that he doesn't like the fact that I never wear dark glasses... but it is just a joke, I think!"

never gets to stimulate the erogenous Stapes in the eyes of the fifteen hundred candidates in the survey and this causes a marked effect on their Libido, leading to a noticeable drop in their sexual activity. The last paragraph added, almost as an afterthought, that this effect also appears to apply to those who frequently wear Sun Glasses. Franz didn't touch his 'RayBans' for months after that! 

"Don't worry, Hugh, we will sort that out!" said Frank as he jumped down from the flight deck and marched off, before I could complain.

Other countries

E-MAIL

EASA registered

TEL NO

FAA registered

LOCATION

Off-site Specialist tests

FIRST NAME

On site Specialist tests

SURNAME

Regular Class 2, 3, 4

AME Doctors Listing

Senior Class 1, 2, 3, 4

That evening, over beers, he produced a report from the 'American Medical Journal'. It concerned the effects of artificial lighting on the birth rate among male office workers in the States. Basically the Sun

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

Umhlanga Rocks

031 566 2066/7 deena@drdg.co.za

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

✗ ✗ ✗

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

FlightCom: July 2022

3 PART

PILOTS LAURA MCDERMID

IRIS – IN THE SUDAN

Laura McDermid continues her stories of Iris McCallum’s flying exploits in East Africa

Flying in Sudan is life-changing. It is not for the faint-hearted or the unadventurous – it tests your resilience as a pilot and as a person, and that’s just the topography!

HE SUDD SWAMP COVERS at least 30,000 km2 with most of it a vast wilderness area. Thick with reeds, grasses, and water hyacinth; it forms massive blocks of vegetation that shift position and blocks navigable channels, creating an ever-changing web of water that churns with crocodiles and snakes. Phragmites grass, which we call elephant grass, grew in dense stands up to seven metres high, the tips of which were sharp as spears. Add to this the legacy of a civil war that decimated villages and killed half a million people, leaving hundreds of thousands displaced and you are left with a wild, unpredictable country where angels fear to tread.

Fourteen years later, the beginning of a second war was ripping through the country.

It was the place of polar opposites; breath-taking beauty and devastating cruelty lived side by side. You either had to surrender to the circumstances and get comfortable with the paradoxes, or else grapple with the resultant psychoses that these contradictions evoked.

My best friend and mentor Heather Stewart and I worked in relays of ten days each at which time one of us was flying out of Loki for OLS, while the other remained behind to decompress and rest.

I had been flying for Operation Lifeline Sudan (OLS), an arm of UNICEF, for a couple of years. They were one of 35 NGOs that operated out of Lokichogio (Loki) in northern Kenya on the border with southern Sudan. The purpose of OLS was to provide humanitarian relief to people from all walks of life without interference from the Sudanese People’s Liberation Army (SPLA) or the Sudanese government. However, this was not to be as both sides flouted the mandate, often placing us in precarious situations.

the wheels of the Cessna 402 broke through the crust

The first civil war lasted 20 years, ending in 1972.

10 FlightCom: July 2022

Heather would spend the time in Nairobi with her kids and husband while I would enjoy the company of my two Great Danes and my lush garden.

Heather Stewart with SPLA soldiers.

Our job was to pioneer new routes, to probe inland Africa, seeking footholds for the future. I happened to be in our office at Safari Air (based out of Wilson Airport in Nairobi) collecting paperwork when the call came through on the HF radio. Not one to get rattled easily, I could hear by the tone of Heather’s voice that something was not right. As a rule, communication between the office and the pilot happened at the start and end of each rendezvous. I’d heard Heather speaking to Dave Leonard, the chief pilot, earlier on. “Safari Air, Safari Air, it’s Alpha-Mike-Delta, do you read me?” Heather’s strained voice crackled over the speaker. “Alpha-Mike-Delta go ahead, I read you five out of five.” “Iris, Alpha-Mike-Delta got stuck in the mud after I landed. We are going to push her back to the threshold, I’m just waiting for the mud to dry out and then I’ll attempt to take off. We are going to be back late.” “Copied, we will call you again at fourteen-hundred Zulu. Switch your battery off to conserve it.”

Earlier that day Heather had taken four Belgian airforce pilots on a recce to an area called Akobo which was a strategic point of trade and transit between South Sudan and Ethiopia. They were on the lookout for suitable drop zones for the food parcels they would drop from their Lockheed C-130 Hercules. In May the rain had arrived with a vengeance in southern Sudan. The flight had been postponed a few times due to thunderstorms and the Belgians were getting impatient. The morning was still part of the night and its colour was grey when Heather finally took off from Loki. We had been issued with bullet-proof vests but hardly ever wore them as they were too cumbersome when flying. Heather found that sitting on them improved visibility and spotted the ‘runway’ without too much effort. She flew over it slowly, scouting for obstacles and assessing the best approach. The OAT was a sweltering 33 degrees and the blazing sun had sucked the moisture from the black cotton soil, hardening the surface into geometric scabs that resembled the scales on a crocodile’s back. The scorched earth gave the illusion of solidity, but FlightCom: July 2022

PILOTS as Heather touched down, the wheels of the Cessna 402 broke through the crust, churning the mud beneath like cake batter before they became embedded, halting the plane abruptly. The plan was to push the plane out of the mud back to the threshold and wait for the strip to dry. So began toil in mud that clung to limbs more tenaciously than a drowning man to a life raft. The sky was growing darker and was One of the many victims of the Sudd swamp. roiling with sinister intensity. Heather knew that the chance of the mud drying out sufficiently to support 2 tons of Dealing with arrogant clients was part of our job. metal was minimal. However, they were in a war However, dealing with a foreign military pilot who zone where fighting had recently taken place, which deemed himself superior to a ‘mere African bush escalated the urgency of the situation. pilot’ was an entirely different kettle of fish! The problem was compounded by one of the Belgian pilots (whom Heather christened ‘Mr. Grumpy’) becoming belligerent. Heather configured the Cessna 402 for a short-field takeoff. Brakes on, full flap, throttles forward. She released the brakes and 5Y-AMD surged forward. The plane moved a couple of metres before the wheels succumbed to their muddy captors once more. Thunderstorms soon swamp runways.

12 FlightCom: July 2022

Mr. Grumpy was adamant that Heather try harder. The process of digging the heavy twin out of the mud was repeated. This time some of the deeper ruts were fortified with vegetation. By now the wind had whipped itself into a frenzy and the occasional fat plop of rain splattered on the windscreen as Heather lined up again. The engines screamed and the airframe shook as the

plane desperately attempted to free itself from the glutinous mud. But alas, the black cotton soil was not letting go of its prize until finally the nose wheel collapsed, ploughing the plane’s nose into the mud. The rest of 5Y-AMD surrendered to the mud’s embrace, slowly sinking up to her wings.

Cessna 402 5Y- AMD.

“Safari Air, Safari Air, it’s AlphaMike-Delta, do you read me?” “Go ahead Alpha-Mike-Delta.” “The nose wheel has collapsed. We need to be rescued.” “Stand-by Alpha-Mike-Delta. We will contact you again in thirty minutes.” Dave and I looked at each other. We knew that there was only enough food and water on board 5Y-AMD for 24 hours. It was too late to contemplate flying there now, besides the area was in the grip of foul weather. There was no way that any of our planes and certainly not the Hercules, would be able to land there. This also meant that no terrestrial vehicle could get through. There was only one option, a helicopter. But it was 1989 and helicopters in that area were few and far between. We radioed back and told Heather of our plan to extricate them and to bring supplies the following day. Night had descended over Akobo and the rain was coming down in sheets. The only respite was inside the aeroplane but Mr. Grumpy knew better. He was desperately unhappy with the turn of events and left the plane despite Heather’s warning about the dangers that lurked in the African bush. Within minutes of him abandoning ship, Heather heard his cries of anguish. Most of them had sacrificed their shoes during their earlier attempts at getting 5Y-AMD out of the mud.

Mr. Grumpy had stood on a scorpion; proving how disastrous it is to be a fool in Africa. Considering all the things he could’ve been bitten by, an arachnid sting was the better evil. Not much could be done besides cleaning the wound and applying a compress. Between the feverish gibbering of Mr. Grumpy and the unorthodox sleeping quarters, no one got much rest that night. Heather snuck out of the plane just before dawn the next morning to answer the call of nature. In the half-light, she noticed a strange branch with fingerlike projections jutting out of the ground while she was squatting. She looked closer; it was someone’s arm! She looked around in horror noticing other body parts poking through the mud. Nothing can close a sphincter faster than realizing that you are relieving yourself on a field of corpses! At the appointed time of 0300 Zulu the following morning, we called Heather again. “Please pack some morphine tablets Iris. I’ve given him all the pain killers that were in the first aid kit, we simply can’t survive another night with all the commotion.” Heather pleaded. Dave and I took off in 5Y-ZAR, the company’s FlightCom: July 2022

PILOTS other Cessna 402. We had removed the lower half of the clam-shell door so that Dave could push the parcels out. There was no real dawn, but the sun was awake and the sky was changing colour. I landed at Loki to refuel and then flew on to Akobo which took another 2 hours. The clouds were still pregnant with rain and any hope that the runway would be dry enough to land evaporated with the mist. We spotted the castaways and I circled overhead, looking for a suitable spot to drop the supplies. I took a second notch of flap and lowered the undercarriage to slow down as much as possible. “A bit more to the right Cuddles,” Dave directed. “Okay slow down as much as you can, I’m dropping the first one.” Dave gave an almighty shove and the canvas bag that I’d filled with tinned food, blankets, and the morphine plummeted to the ground. Next was the water. I slowed down to just above a stall, ignoring the blaring horn, while Dave manoeuvred the bundle into position. We repeated this once more and sped off back to Loki, desperate to stay ahead of the black wall of doom behind us.

morphine tablets (Heather slipped him a tad extra for good measure) and the transformation that occurred was remarkable! The critical, cantankerous Mr. Grumpy ‘morphed’ into the giggly, placid Mr. Happy. His colleagues had to manhandle him into the plane that night as he was running around in the dark, arms stretched to the heavens, shouting “Je t’aime Lune, Je t’aime Lune.” I love you moon, I love you moon. This personality change vastly improved the group's mood, making the next two nights a bit more bearable.

ploughing the plane’s nose into the mud

It rained solidly the next day, only clearing up towards the evening. Dave and I had eventually managed to find a helicopter that HeliMission was recalling from the Congo. Back in Akobo Heather and the Belgians had worked out a system and were surviving on the tinned spaghetti. The pilot stung by the scorpion was given the

14 FlightCom: July 2022

Heather Stewart behind the controls of a Baron.

On the fourth day, the helicopter finally arrived. Strict instructions were issued to leave everything non-critical behind as the chopper was at its maximum weight limit.

Heather grabbed her flight bag and headset whilst the Belgians hoarded the remainder of the morphine tablets. They too preferred Mr. Happy to his curmudgeonly counterpart and were desperate for a constant supply of the opiate! A few weeks later when the earth had a chance to dry out, Kalsi Sarandar, our high priest of engine magicians, flew to 5Y-AMD intending to fix her.

But even his magic could not patch Humpty together again.

The waterlogged Sudd.

The C402 had been stripped as if a swarm of locusts had devoured her. Her metal skin had been peeled, the seats were gone and the dashboard stripped of instruments. All that remained was the frame. Even though 5Y-AMD was not much of a bush plane, both Heather and I had come to love her and were devastated by this news. For months after the incident, the standing joke at the Aero Club was ‘How many 402s does it take to make a million teaspoons and saucers?’ These were unusual circumstances. All things considered, losing an aeroplane was a small sacrifice in the bigger scheme of things. We lived to fly another day; what more could any pilot want! 

FlightCom: July 2022

BY JOHN BASSI

As I lifted off I felt as if I were floating up on a magic carpet, or peering out of a glass elevator, watching the ground slip away below. The world seemed to expand to far horizons, after living like a bug under a microscope, to seeing life as an eagle through a wide-angle lens.

LATION? FASCINATION? Disbelief? Such utter freedom. Everything felt so right and natural to be piloting after a month and a half grounded, but I held a kind of guilt that I alone was escaping from the punishment that all others couldn’t. Crossing Redhill road above Simonstown, then descending west into the valley leading to Scarborough, the surrounding peaks shrouded in mist from the fresh Westerly wind off the Atlantic, I filled my lungs with the clean moist air attempting to grasp everything, wishing that I could share the moment.

At the same instant, my heart filled with a sense of awe, that I alone was flying, free, released from the prison, privileged beyond comprehension. Radios were silent, the sky was mine – but not. Thousands of cormorants, sacred ibis and gulls filled the beaches and my intrusion felt demonic. Beaches that a mere few weeks ago were smeared with human footprints, were pristine. Brushed pure by the tides and returned to nature.

T h e Ca p e weather is special.

From the air the reality of the Covid lockdown became more tangible. Not a single person, not a car, no people walking dogs on the beaches, no surfers. Stillness everywhere. I banked to the south

16 FlightCom: July 2022

west in my three-dimensional freedom, but fearful realisation of our true situation clawed at me, now seeing the empty world for myself, that there really were absolutely no signs of human life… anywhere.

For us humans, life had become so wrong, but for the Planet and nature, everything was so right.

Abalone poachers paradise, remote and inaccessible mountains where escape is easy.

The Cape weather is special. It took me a couple of years of living in the far south to begin understanding the micro-climates and how to navigate my way between them. Even so, the lessons continue and only a fool would venture into the various mountains without careful planning. And yet, here I was, responding to a call and only assessing the viability after lifting off into a fresh Westerly.

turbulent, and the east facing cliffs of the peninsula, especially where I would need to fly, low down between the rocks, would be like a washing machine. Poacher camps are always hidden inside the thick milkwood bushes along the remote slopes on the Peninsula and are seen from above because of the litter and blue plastic bags they use to carry the abalone.

Helicopters like to fly in wind, as long as it’s not

Abalone poachers who, along with all the other

FlightCom: July 2022

criminals, were rejoicing the Covid curfew as utopian time, no policing and freedom to operate, immune from and in many cases, assisted by the “law.” And for those who don’t know, wildlife trade is the sale or exchange of wild animals (dead or alive) or plants, to be used for food, curios, medicinal ingredients, spiritual beliefs, skins or as trophies. The illegal trade has grown to become one of the major illegal moneymaking trades. Unfortunately most people are only aware of the effect these crimes have on elephants and rhino, most are seldom reminded about the lesser known poaching and crime syndicates involved in animals like perlemoen. Abalone (or Perlemoen) poaching is a very serious problem on the Cape coast that has far reaching tentacles into organised crime. According to the International Wildlife trade monitoring network (Traffic), between 2006 and 2016, a total of 96 million abalone were poached in Southern Africa. On average, two thousand tonnes of abalone are bagged annually by poachers – 20 times the legal take – in an illicit industry estimated to be worth at least $60-million a year. About 90% of poached abalone ends up in Hong Kong.

Abalone poacher highway, from the main road straight down to the cliffs. Its possible to see their tracks from the air.

The Global Initiative Against Transnational Organized Crime (GI-TOC) has also formed links between abalone poaching and gangsters. According to GI-TOC, the rise of abalone poaching coincided with South African gangs bartering with Chinese criminal syndicates for chemicals necessary to produce drugs such as methaqualone. It is because of this bartering system that it is so difficult to trace cash

being paid for the abalone. The divers don’t get paid in cash; instead, they exchange the perlemoen for crystal meth. This drug is commonly known as Tic or mandrax in South Africa or as quaalude in North America. Add this to the unemployed youth in the massive poverty stricken communities surrounding Cape Town and its clear to see how easy they are to exploit. The gang wars, murders, theft and crimes

18 FlightCom: July 2022

As much as I detest the poachers, imagine how brave they are to dive in these stormy waters…at night.

happening on a large scale in these communities is often related to drugs, of which a huge element originates from perlemoen poaching. A local had noticed unusual vehicle activity in the early hours of that April morning. An inspection at first light revealed skid marks and fresh human tracks at a well-known pick up/drop off point close to the entrance gate at Cape Point. Game scouts verified fresh tracks heading into the reserve, and hoped that the surprise of a helicopter appearing may uncover the whereabouts of poachers. Their usual modus operandi would be to send a courier into the reserve as a tourist. The vehicle would be laden with diving equipment which would be offloaded into a culvert or the thickets of bush near to the sea. When the diving conditions were good,

teams of poachers would be dropped off in the same way, or they simply climb through the fence and walk in at night. But now, with lockdown, they had no option but to walk in, and back out. Diving takes place at night, the poachers attach small torches to their goggles with tape and they protect their cell phones inside condoms. Once they have completed their theft, they dump the diving equipment back into the bushes and walk out carrying the shucked abalone in blue plastic rubbish bags to a pick-up point on the tar road. It’s not uncommon for gangs of 50 poachers to operate in one go.

El a t i o n , tinged with dis appoint ment

My pulse raced in eager anticipation, what would we find? How would we possibly contain and arrest a large gang? Where would they be hiding and what would be my best approach to not spook them too

FlightCom: July 2022

Part of our recovered diving equipment from the poachers camp.

soon? The rugged mountains surrounding the area make it near impossible to apprehend scattering super fit humans desperate to not be captured. So, I made peace with myself, to fly in and hopefully capture one or two poachers, maybe equipment, and accept that all we were managing was to disrupt their efforts for a few days. Some would rely on the thick bush to hide motionlessly and wait for us to disappear; they would hopefully be surprised by the scouts who were waiting to sweep through any location we identified. The rest would bombshell, scatter and run away in different directions to get out the park. They would be surprised by our vehicles waiting in ambush if a pick-up vehicle attempted to arrive. Some would run and hide in the park awaiting nightfall to make an escape and others would flee the way they came, get out the park and head up into the mountains to vanish. I flew in low, following the contours and along their well-worn highway through the fynbos, descending down the hillside and scouring every bush for signs. Movement to the left, something red disappeared, I banked hard left and came into the low hover, eyes burning with focus and desire to see our quarry. Bushes moved, I pounced onto the spot and searched. He ran out behind us, a scout saw him

20 FlightCom: July 2022

flee and run straight into our waiting team. Another, ducking and diving like a wild creature sprinted in the direction of the main road, he too was welcomed by the game scouts. Two more made a run for it, I followed them but they split up, and only able to pursue one, I pressed the siren button and stayed on him herding him towards the waiting scouts. A few more had managed to slip past us as soon as the rangers on the ground began sweeping into their hiding place. They too got away, but in return we managed to recover all their diving equipment, wet suits, fins, knives, snorkels and torch equipped goggles for 40 divers. Elation, tinged with disappointment swept over me. An awkward moment on the ground debriefing, awkward to be among comrades at this time of hectic social distancing, in yet sharing a moment where “Covid Lockdown” didn’t exist. A hollow feeling grew in my gut as the reality crept back, time to go, to fly back home, back to the unknown nothingness. The mother of all anticlimaxes engulfed me, realising that it was over as I reluctantly flew along, grasping every second of freedom. 

NEWS

AIRLINK CODESHARES WITH QATAR Qatar Airways has signed a codeshare agreement with South African regional operator Airlink to expand its operations in South Africa. QATAR AIRWAYS CEO, Akbar al-Baker, said expanding its network will give customers more choice of destinations and flights and contribute to the rapid recovery of travel, which plays an important role in South African economies. Qatar Airways currently offers direct flights from Doha to Johannesburg 21 times weekly, Cape Town 10 times weekly, and Durban four times weekly. The codeshare will offer travellers more choice and improved connectivity between 45 destinations in 12 countries across southern Africa, Airlink said. The group added that travellers will be able to purchase connecting flights on both airlines using one reservation. The new codeshare flights are available for sales and will commence travel on 6 July 2022, subject to government approval. Post Covid, Qatar has expanded aggressively into Africa by adding eight new destinations since the start of the pandemic, said Airlink.

into Africa, namely: Botswana; Namibia; Zambia; Zimbabwe; and Mozambique. Airlink added that the new partnership would enable customers to book attractive offers from southern Africa to popular destinations in the U.S. such as New York and Dallas, cities in Europe such as London, Copenhagen and Barcelona, and points across Asia like Manila, Jakarta and Cebu. “This development is an endorsement of Airlink’s relevance to providing air access to the entire region through our expansive network of destinations, which when considered in conjunction with Qatar Airways’ global reach creates unparalleled connectivity opportunities,” said Airlink’s chief executive Rodger Foster.  Rodger Foster and Akbar al Baker cement the new codeshare.

The agreement will increase Qatar Airways’ footprint in southern Africa, with improved access to the following destinations: Ggeberha (Port Elizabeth); Hoedspruit; Skukuza; and George. Outside of South Africa’s borders, connectivity would be further extended

FlightCom: July 2022

MAJOR VS MINOR

DAMAGE There is a need to distinguish between major and minor damage when it comes to the validity of Certificates of Airworthiness.

HERE HAVE BEEN SITUATIONS where Operators and AMO’s have felt that aircraft suffering minor damage, once repaired could be returned to service based on a valid Certificate of Release to Service (CRS) issued by the AMO. The SACAA however refuse to allow this, maintaining that where there has been damage to a Class 1 Product, which basically covers any damage to an aircraft or engine, the aircraft Certificate of Airworthiness (CoA) becomes invalid and can only be reinstated by the SACAA if the requirements of regulation 43.02.17 are met.

CATS) stipulate on the issue of the invalidation and reactivation of a CoA once an aircraft has sustained damage and whether these requirements align with ICAO Standards and International best practice on the subject. Regulation 21.08.12 of the Civil Aviation Regulations (CAR) indicates that a CoA is only valid for 12 months, unless it is suspended or cancelled by the SACAA. Sub section 2 thereof stipulates that a CoA can be invalidated if the aircraft is not properly maintained, the CRS is invalidated or the aircraft no longer complies with the design aspects specified in Part 21. There is however no mention in this regulation that damage to a Class 1 Product constitutes a ground for invalidating a CoA.

t h e A MO can approve the aircraft

The industry feels that these requirements don’t adequately distinguish between major and minor damage and negate the role of the AMO to repair minor damage and reinstate the CoA via the CRS. Regarding this difference of opinion, I want to review exactly what the Civil Aviation Regulations and associated Technical Standards (CAR &

22 FlightCom: July 2022

The main requirements for the Re-instatement of a Certificate of Airworthiness after an accident or incident are contained in regulation 43.02.17. Here it is stipulated that once a Class 1 Product is damaged, such that an aircraft is no longer considered airworthy as defined by the appropriate airworthiness requirements, the certificate of

A ground incident which may or may not be 'minor damage'.

airworthiness of such aircraft becomes invalid until such time as the aircraft is restored to an airworthy condition. The same regulation requires that the details of the damage and repair must be submitted to the SACAA within 48 hours and the SACAA will in its discretion decide whether or not to re-instate the CoA. It is noteworthy that the associated CATS, detailing the procedures to be followed after the damage has been sustained, provide that the specified procedures are mandatory, “irrespective of the extent of the damage to a Class 1 product”. As mentioned, the CAR define a Class 1 Product as a complete aircraft, aircraft engine, RPS or propeller which is type certificated or identical to a type certificated product. From this information, it can be concluded that Part 21 contains a requirement that a CoA can be invalidated where the aircraft no longer complies with the design aspects of the Part. However, Part 21 does not reference damage to a Class 1 Product as a ground for invalidating a CoA. Part 43 says that a CoA can be invalidated by any damage to a Class 1 product, irrespective of the extent of the damage

and makes no direct reference to the design aspects of the aircraft. Looking at the ICAO Standards, Annex 8 stipulates that all CoAs are to be issued on the basis of satisfactory evidence that an aircraft complies with the design aspects of the appropriate airworthiness requirements. The Annex allows States to set validity periods for CoAs or make the duration thereof indefinite. States are also given a discretion to decide whether the nature of the damage sustained by an aircraft renders it unairworthy “…as defined by the appropriate airworthiness requirements”. With respect to International Best Practice, the FAA and the EASA adopt a similar approach, which is different to that of the SACAA. Their Part 43 regulations focus on how extensive or major the damage is and whether this requires a “major repair” to the aircraft that affects the approved type design. Part 43 of the FAR contains a long list of what constitutes a “major repair”. For a minor repair, the AMO can directly approve the aircraft for return to service. Where a major repair is involved, the work must be done in accordance with the technical data approved by the Regulator.

FlightCom: July 2022

The SACAA does not distinguish between major and minor damage.

In conclusion, Annex 8 stipulates that a CoA must evidence that an aircraft complies with the design aspects of the appropriate airworthiness requirements. Where there is damage to an aircraft, the rationale for invalidating the CoA should be dependent on whether the damage affects the approved type design. Although Annex 8 also permits a State to decide whether the nature of the damage sustained by an aircraft renders it unairworthy, in my view the approach in Parts 21 and 43 of the FAR and JAR is closer to the Annex 8 standard and clearer than that contained in the CAR & CATS. The requirement of mere damage to a Class 1 Product doesn’t distinguish minor repairs from major repairs. The focus of regulation 43.02.17 should be on how extensive or major the damage is and whether this requires a “major repair” to the aircraft that affects the approved type design. A list of what constitutes major repairs could be included in the CATS. Although the CAR does contain a definition of “major repair” the definition is vague and makes no reference to the type design of the aircraft. This definition should also be revised. If these changes are made, regulation 43.02.17 will 24 FlightCom: July 2022

link up nicely with regulation 21.08.12 (2). It will then be clear that AMOs may release repair work done on minor damage and that the SACAA will only evaluate major damage and approve the repair work based on acceptable data prior to reinstating the CoA. It is recommended that the SACAA give serious consideration to amending regulation 43.02.17.  A hopefully minor repair with speed tape which did not help passenger confidence.

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FlightCom: July 2022

Where romance meets nature

Located in South Africa’s Safari hub of Hoedspruit, Safari Moon is a boutique base from which to discover the wonders of South Africa’s Lowveld region. Explore a range of nearby attractions from the famed Kruger National park to the scenic Panorama Route, or simply chose to relax and unwind in nature, making the most of private July piece of Wildlife Estate wilderness. 26 your FlightCom: 2022

CONTACT: bookings@safarimoon.co.za 083 449 5868

FlightCom Magazine

NEWS

KENYA AIRWAYS

CARRIES CARGO FOR SAA Kenya Airways (KQ) has agreed to fly cargo for South African Airways (SAA). THE CARGO DEAL COMES at a time the two carriers are in talks to jointly expedite the implementation of common business plans to gain a competitive edge over rivals. The cargo agreement has KQ carry cargo on behalf of SAA on routes that it operates freighter business to such as Amsterdam. KQ signed an agreement in 2021 to establish a panAfrican airline by 2023. This latest move gives KQ an opportunity to expand its cargo business which it has been growing since the outbreak of the Covid-19 pandemic. Cargo accounted for 19 percent of KQ’s Sh70.22 billion sales in the year to December 2021. "KQ is carrying cargo for us on routes where we don't operate as a third-party service provider," SAA CEO John Lamola says. "They are doing cargo for us because we don't have the capacity to do it. We only operate nine planes down from 50 because we went into bankruptcy." The two carriers signed a strategic partnership in November 2021, in a move that is expected to see them form a Pan-African carrier. It is expected that

the partnership will improve the financial viability of the two airlines currently struggling to stay afloat. Customers will also benefit from more competitive price offerings for both passenger and cargo segments. To date, the two carriers have signed a lounge access agreement for their customers as part of the Strategic deal to establish a Pan-African Airline. The lounge access agreement allows KQ business class customers as well as Sky Team Elite customers (platinum and gold) to have exclusive A Kenyan Airways cargo 737. access to the SAA lounge services at O.R Tambo International Airport in Johannesburg. The partnership between the two carriers comes at a time when they are both struggling financially. SAA was declared bankrupt a while back, a move that saw it ground its services for months before resuming operations again last year. Both SAA and KQ, making loses long before 2019. KQ reported a net loss of Sh15.8 billion in the year ended December 2021 compared to a net loss of Sh36.2 billion the year before when travel restrictions hit operations hardest. 

FlightCom: July 2022

FACE TO FACE

FACE T O FACE SAA EXECUTIVE CHAIRMAN AND CEO: J OHN L A MOL A G

UY LEITCH (GL) ASKS Professor John Lamola (JL) the key questions:

GL: SAA is to be commended for the measured pace of its return to flying. When do you anticipate returning to Long Haul flying? And which routes first? JL: International demand remains significantly below 2019 levels and is not expected to normalise until late 2023 at the earliest. Considering this we foresee returning to long-haul routes late in 2023, or early 2024. It is too early to determine which routes will launch first as SAA is constantly monitoring market conditions to inform the right time to resume service to the right destination.

GL: If not, what is your time framework for a fleet replacement? JL: We foresee procuring a fleet of 20 to 30 aircraft in three to four years’ time. GL: You have not increased your seat availability much if any to cater for the Comair closure. Are you currently short of aircraft and flight crew? JL: SAA does have a small aircraft fleet, with limited capacity, but we have added capacity where possible, and are in the process of addressing the need for more capacity in the future.

The business should turn around in year

GL: Will you be able to return to long haul flying with your current fleet? JL: The current fleet has two wide body aircraft – viz:. A330-300 and A340-300 that can immediately support long haul flying.

28 FlightCom: July 2022

SAA is taking a deliberately measured response to the reduction in market capacity. SAA has already increased Cape Town services from 3x daily to 5x daily and this will further increase to 6x daily in July. Durban has increased from 3x daily to 4x and will increase to 5x daily in July. Mauritius capacity is also doubling. Additionally, SAA is deploying larger A320 equipment and occasional widebody aircraft when and where it makes sense as in Cape Town and Durban routes. But one accepts that we have a small aircraft fleet, thus limiting our capacity, and we are addressing the need for more capacity in the future.

GL: Could you please share your vision of what the eventual Kenya Airways (KQ) tie-up will look like: Do you envisage a new pan-African airline? Based where – in Nairobi?

Professor John Lamola is the Interim Executive Chairman and CEO of SAA. Image SAA.

JL: The goal is for SAA and KQ to create a foundation and blue-print for a pan-African airline. Cargo and lounge cooperation began in April 2022, and extensive passenger code sharing will begin in June. By June 2023, our goal is to have secured regulatory approval for broader network cooperation and operational efficiencies. The SAA and KQ brands will remain.

A new f leet o f 2 0 t o 30 aircraft in three to four years GL: Will you continue as Executive chairman, or do you foresee a return to a separation of roles? In which case which one will you take? JL: The current arrangement is to manage the interim period during the build up to the conclusion of the strategic Equity Partner (SEP) deal. There will be separation of the roles as has historically been the case. I should in due course revert to my previous role (as non-executive chairman). GL: Is there a budget with a planned return to profitability? – if so, when?

JL: We have re-started quite small and [the budget] in terms of the Corporate Plan anticipates that the business should turn around in year GL: When you accepted the CEO position did you have any agreement with the Department of Public Enterprises (DPE) about the limitations of ‘government interference’? JL: Not really. As you are aware the board plays a governance oversight role, management make day to day executive decisions and the Shareholder gets involved in specific shareholder issues including funding. 

FlightCom: July 2022

FACE TO FACE

FACE T O FACE MI L E S VA N DER MOL EN

CEMAIR CEO:

T A RECENT AVIATION FINANCE conference in Sandton CemAir CEO Miles van der Molen was asked by SAA Chief Operations Officer Simon Newton Smith about the view that governments should recognize the value that airlines contribute to the greater economy and society and should therefore receive ongoing financial support. Van der Molen shot the idea down, saying, “The very purpose of a business is to create economic value, and an airline is no exception. “Part and parcel of running an airline is running the airline profitably, and airline management need to be held accountable for the financial performance of the company they steer. The cycle whereby management run up losses to the prejudice of employees, passengers and creditors only to quit and walk away with a final paycheck/bonus in hand while leaving others to bear the losses caused by their decisions has to be stopped. “The scrap yard of South African airlines is a complete embarrassment and points to a deeper problem in the industry. It is in the interest of passengers and the industry as a whole to have a sustainable and profitable sector, even though it will require higher fares.” 

30 FlightCom: July 2022

Miles van der Molen reckons there are deep problems in the industry.

NEWS

CAPE TOWN VOTED

BEST AIRPORT IN AFRICA Cape Town International Airport is still ranked as the best in Africa, according to the latest Skytrax World Airport Awards. But its position globally has slipped from 33 in 2021 to 49 in 2022. THAT SLIDE ISN'T AS BAD as Johannesburg's OR Tambo, which dropped 17 places in the world rankings. Durban's King Shaka International Airport, the second-best in Africa, has also dropped in the global standings, although its slide is much more muted.

Cape Town Airport's impressive terminal.

The Skytrax World Airport Awards conducts customer satisfaction surveys among travellers. This survey evaluates traveller experiences across different airport services, including check-in, arrivals, transfers, shopping, security and immigration through to departure at the gate. The results of the latest survey, conducted between September 2021 and May 2022, showed Doha's Hamad International Airport is still ranked as the best airport in the world, followed by Tokyo and Singapore, with little change among the top five. Australia's Brisbane Airport, which in 2021 was ranked just one spot ahead of Cape Town, has improved its position to 22. Airports in Barcelona, Rome, Seattle, Riyadh, Bahrain, and Bogota are just a few that have overtaken Cape Town in the global standings. Saudi Arabia's Dammam Airport has climbed from 87 in 2021 to 50 in 2022, only one spot behind Cape Town. Despite losing ground to its global counterparts, Cape Town International airport is still regarded as being the cleanest and having the best staff in Africa. "This award is what brings global attention and gives

airlines confidence in flying to the Mother City," said the City's Mayoral Committee Member for Economic Growth, James Vos, in reaction to the latest rankings. "It is also a show of economic readiness as a city, because connecting Cape Town to more cities and countries means that we can welcome more visitors and create more jobs through tourism and provide trade opportunities to increase export of proudly Cape products to the rest of the world." Of the regional airports, Bloemfontein's Bram Fischer maintained its tenth spot among Africa's top-10 airports but couldn't crack the worldwide top 100. Chief Dawid Stuurman International Airport in Gqeberha, previously Port Elizabeth, was previously ranked as the ninth-best airport in Africa. Now it's nowhere to be found in the continental or global rankings in the 2022 Skytrax World Airport Awards.  FlightCom: July 2022

NEWS

SA GOVERNMENT SUED FOR SELLING SAA

South Africa’s government and SAA are being sued by a small investment firm that wants the sale of a majority stake in SAA scrapped and to be re-run due to a lack of transparency. THE ACQUISITION OF 51% of South African Airways by the Takatso Consortium – made up of a local jet-leasing company and a private-equity firm – for just $3 (R51 at the time) was “unlawful and constitutionally invalid,” according to documents filed at the High Court in Cape Town by Toto Investment Holdings Pty Ltd. The transaction was “shrouded in secrecy” and “not fair, equitable, competitive or costeffective,” according to the filing by Toto founder Bongani Gigaba, who says his firm was unfairly excluded from the deal. “Toto was a direct victim of the unlawful and secretive process.”

SAA has received notice of the Toto lawsuit and the Department of Public Enterprises will respond, a spokeswoman said in an emailed response to Bloomberg’s questions. Takatso referred questions to the DPE and the National Treasury declined to comment. The DPE didn’t immediately respond to a request for comment. Toto, in which Gigaba is the sole shareholder, filed an expression of interest in SAA that was rejected within days, according to the documents. The government frequently said it had several interested buyers in the months leading up to the announcement of the Takatso sale, but has never identified them.

SA Minister of Public Enterprises Pravin Gordhan is coming under increased pressure re SAA.

The filing is the first legal action against the sale, which has drawn criticism from the National Treasury, opposition parties and media in part due to the lack of proceeds for the taxpayer. Yet the airline had benefitted from R49 billion in state bailouts before entering bankruptcy proceedings in 2019. After a substantial reorganisation that saw staff numbers cut by almost 80%, Public Enterprises Minister Pravin Gordhan initiated a sale process that

32 FlightCom: July 2022

eventually led to the agreement with Takatso, made up of Global Airways, which owns domestic airline Lift, and private-equity firm Harith General Partners.

Toto is part of a consortium that controls a 24% stake in Richards Bay Minerals, majority-owned by mining giant Rio Tinto. The investment is worth as much as R15 billion ($938 million), Toto said in the court documents. 

NEWS

POPPY KHOZA HONOURED South Africa’s Director of Civil Aviation Ms Poppy Khoza has been honoured for her leadership and contributions to the aviation industry by the Flight Safety Foundation. AT THE NATIONAL PRESS CLUB networking and awards dinner in Washington DC on June 21, 2022, Ms Poppy Khoza, was recognised as the first woman to lead the South African Civil Aviation Authority (SACAA). She was awarded the Foundation’s Gloria Heath Trophy, which recognises a woman for notable achievements in civil aviation. Flight Safety International says; “She was selected to receive the award because of her leadership of the authority and the gains the SACAA has achieved during her tenure, and for her role in promoting gender diversity in international aviation. “It’s fitting that Poppy Khoza was chosen from an accomplished group of nominees to receive the first Gloria Heath Trophy,” said Dr Hassan Shahidi, president and CEO of the Foundation. “Ms. Khoza has made significant contributions to advancing aviation safety and security oversight in South Africa. In addition, she has championed a transformation that has achieved a more equitable gender representation at the SACAA.”

An award was also made to ICAO, which was selected to receive the Richard Teller Crane Founder’s Award for its leadership and coordinated response to the COVID-19 pandemic through the Council Aviation Recovery Task Force (CART). Through CART, ICAO forged partnerships with a wide array of stakeholders to address pandemic-related challenges, providing coordinated international guidance for a safe, secure and sustainable restart of operations. “From the outset of the pandemic, ICAO recognized that a successful recovery and restart would be best supported by a well-coordinated international approach and by establishing a task force,” said Shahidi. “As the pandemic continued and virus variants emerged, the ICAO task force updated its guidance and worked to mitigate the devastation of the pandemic,” he said. 

The trophy is named after Gloria Heath, an aviator, safety expert and search-and-rescue pioneer who was the only woman among the group of innovators who founded Flight Safety Foundation 75 years ago. CAA DCA Ms Poppy Khoza has been honoured by the Flight Safety Foundation.

FlightCom: July 2022

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